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J. J. TONKIN. GUT-OPF PoR ENGINES. No. 376,616. Patented Jan. 17, 1888.-

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No. 878,818.. ,Patented Ja.n..17 1888.

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Urvirnn STATES' PATENT @reina JOHNJAY Tonarm. OE OsWEGO, NEW YORK.

CUT-OFF FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 376,616, dated January 17, 1888.

` Application filed May 10, 1587. Serial No. 237,111. (No model.)

T0 all whom, t may concern.'

Beit known that I, JOHN JAY TONKIN, of Oswego, in the county of Oswego, in the State of New York, have invented new and useful Improvements in Cut-Oils for Steam-Engines, of which the following, taken -in connection with the accompanying drawings, is a full clear, and exact description.

This invention relates to the class ofsteamengines which have a cut-oft1 valve arranged inside of the steam-chest to admit steam into passages extending through the main valve.

The object of this invention is to dispense with the extra gearing heretofore employed for transmitting motion from the governor to the cut-oft' valve; also, to reduce as much as possible the friction of thesaid valve, also, to effectually steamfbalance both the main valve and cutoff valve; also, to render the cut-olf valve capable of automatically shutting off the steam from the cylinder in case the governor-belt is accidentally broken; and to these ends my invention consistsin the improved construction and combination of parts, as hereinafter described, and speciticallysett'orth in the claims.

In the annexed drawings, Figure lis a horizontal transverse section on line a; :c in Fig. 2. Fig'. 2 isan enlarged vertical transverse seo tion of au engine embodying my invention, showing the cut-off or governor valve in its operative position. Fig. 3 is avertical transverse section of the main valve and governor` valve, with thelatter in its dormant position. Fig. 4 is a detached perspective view of the y device'for supporting the governor-valve in its open position. Figi 5 is a transverse section of 4the governor-valve and its case taken on line y y, Fig. 2. Fig. 6 is adetached end view ofthe aforesaid case, and Fig. 7 is a side view ofthe said case.

. Similar letters of reference indicate corresponding parts. E represents the steam cylinder of the engine, provided with the usual steam and exhaust ports, e e and e, at the side to which the steam-chest D is attached.

A denotes the rectilineally-reciprocating main valve, which receives motion from an ec centric on the driving-shaft in the usual and well-known manner, and not necessary to be here illustrated. This main valve is provided l with the usual exhaustpassage, f, and over the side of the passagef is the steanrehamber B, from which are extended the steam-ports a" a', all formed inside ofthe main valve.

receiving ports a a a at the outer side or side opposite to that which faces the cylinder, and against said outer side of the main valve rests a pressure-plate or valvecase, C, which is secured to the interior of the steam-chest by bolts gg, passing through the base of said valveease at the corners thereof, as shown in Fig. 7 of the drawings, and into screw-tapped projections hb on the sides of the steam-chest. The said valve-case is formed with an internal cavity, O, extending through it at right anglesto the movement of the main valve A, and from said cavity are extended steam-ports b b b, leading to and coinciding with the ports a a a of the main valve, and at opposite sides of each ofthe ports b the cavity O has formed in it cylindrical valveseats d d, and between cach set of said valve-seats the valve-case I is provided with a steam induction-port, b', leadingA to the cavity O. Inside of this cavity is arranged the reciprocating governor-valve I, which is connected directly to the governorstem s, which projects through a suitable stuffing-box on top of the steam-chest and receives motion from acentrifugal governor, P, mounted on the steam chest, as illustrated in Fig. 2 ot' the drawings. v

The governor-valve I consists of bridges c c', projecting from a central longitudinal stem, s', and fitted closely to the valveseats dd; andin order to properly distribute the steam throughout the valve-case C and properly steam-balance the governorvalvc I provide the bridges cjc with perforations c c, through which the steam is allowed to pass lengthwise the governor-valve. The bridges are arranged'in sets or pairs and respectively with the Vbridge c above the port b and the bridge c below said port. The bridges c c c constitute the main steam governing valves, which are pushed down over the ports b b-b by the governor-stem s as the speed of the engine increases. The lower bridges, c c c', serve as safety stopvalves, which are drawn up to close the ports b b b in case the governor-belt is accidentally broken or run oli' from the pulleys. The governor-balls in such a case drop and cause the governorstern s to draw up the governor-valve IOO I, as represented in Fig. 3 of the drawings. Inasmuch as the bridges o co' or safety cut-off valves are also in the last-described position when the engine is at rest, it becomes necessary to depress the governor-stem s suiiciently to cause the bridges ccc to open the ports b b when starting the engine; and to effect this a suitable catch is to be employed to hold the governor-stem in its depressed position until the engine has acquired suficient velocity to actuate the governor. Then the catch can be moved to release the governorstem. This catch admits of many modifications; and I therefore do not limit myself tothe specific construction shown in the annexed drawings, which are designed merely asan exemplification of a device adapted for the aforesaid purpose.

The catch herein shown consists of an arm, I, pivoted on the steam chest, and having its free end Z bifurcated and adapted to embrace the governor stem, as represented in Fig. 2 of the drawings. To the governor-stem is rigidly secured a collar, a, in such a position that by depressing the governor-stem, as aforesaid, said collar is carried down sufficiently to allow the bifurcated end of the arm Z to engage the governor-stem above the collar, and by the engagement of the said arm with the colla-r the governorstem is retained in its depressed po sition. After the engine has attained its desired velocity the arm l can be turned to release the governorstem, as represented in Fig. 3 ofthe drawings.

The governor-valve I may be formed in one piece-a'. e., the bridges c c may be east on the central stem, s; but I prefer to make said bridges, especially the safety-bridges c' c c', adjustable in their position by forming the bridges separate from the stem and providing the former with a eentral eye through which the stem passes. Said bridges are thus adapted to be shifted, so as to cause them to close the portsb b either quicker or slower, as may be desired. They are secured in their adj usted positions by set-screws passing through hubs ofthe bridges and engaging the stem, as shown in Figs. 2 and 3 of the drawings.

Having described my invent-ion,what I claim as new, and desire to secure by Letters Pat ent, is-

l. In combination with the cylinder and steam-chest, the reciprocating main valve having steam-ports extending through it, a valvecase provided with steam-.ports coinciding with the ports of the main valve, steam inductionports in said valve-case between the aforesaid steam -ports, and a reciprocating governorvalve in the said valve-case,substant-iall y as set forth and shown.

2. In combination with the steam-cylinder and steam-chest, the main valve A, formed with the steam-chest B, and with the receiving ports a. a @,and discharge-ports a a,the valvecase O, secured to the interior of the steamehest and provided with the ports b b b, coinciding with the ports a a a, and provided also with the steam induction -ports b b', and the reciprocating governor-valve I,provided with bridges c c,having perforations c c", substantially as described and shown.

3. In combination with the steam-chest and the main valve A, provided with ports a a a, the valve-case (I,provided with the ports b b b and b b', the governor-valve I, provided with the governing-bridge c, and safety stop-bridge c', respectively at opposite sides of the port b, substantially as described and shown.

4. In combination with the steam-chest and main valve A, the valve-case C, provided with the portsb b b and b b, and the governor-valve I, provided with the governing-bridges c c c, at one side of the respective ports b b b, and having the stop-bridges c c c adjustably in their position at the opposite side of said ports,sub stantially as and for the purpose set forth.

5. In combination with the steam-chest,the reciprocating main valve A, provided with the ports a a a,the valve-case O, secured to the steam-chest, and having a cavity, O, extending througliit at right angles to the movement of the main valve, steam-ports b b b, extending from the cavity Oto the ports a a a, valveseats d d at opposite sides of each port b, and steam-receiving ports b b between the Sets of valve-seats d d, the governor-valve I,extendin g longitudinally through the cavity O, and provided with the bridges c c', the governor P, mounted ou the steam chest, and the stem s, connecting the governor with the valve I, substantially as described and shown.

6. In combination with the steam-chest, main valve, and governor-valve inside of said steam-chest, the governor P, mounted on the steam-chest, the governorstem s, connecting the governor with` the aforesaid governorvalve, and a catch adapted to temporarily retain the governor-stem in its depressed position, substantially as and for the purpose set forth.

In testimony whereof I have hereunto signed my name and affixed my seal, in the presence of two attesting witnesses, at Oswego, in the county of Oswego, in the State of New York, this 7th day of May, 1887.

JOHN JAY TONKIN. [L. s]

Vitnesses:

A. U. RADCLIFFE, S. P. MoRToN.

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